Vehicle brake control



Sept. 8, 1936. H. A. R/wLE'r-rl VEHICLE BRAKE CONTROL Filed Aug. 2, 1955 2 Sheets-Sheet 1 Sept. 8, 1936. H. A. RANLETT VEHICLE BRAKE CONTROL Filed Aug. 2, 1935 2 Sheets-Sheet 2 SEE Patented Sept. 8, 1936 ons stares t; @FFEQE Application August 2,

1935, Serial No. 34,401

lin France May 16, 1935 5 Claims.

This invention relates to improvements in ve- Ahiclebraking systems and more particularly to such systems applicable to automobiles and like vehicles.

It is a general object of the invention to provide a braking system of the class mentioned wherein the brake, after being set or applied by the operator, is maintained in set position by an improved mechanism which not only is locked in position by a simple operation, but is quickly and easily releasable.

Another object of the invention is to provide, in a brake controlling system of the class mentioned, a brake locking mechanism having an improved holding and releasing device so positioned and arranged that it may be most conveniently operate-d by a minimum of effort on the part of the operator and being conveniently accessible for operation by the foot which controls the brake pedal.

A further object of the invention is to provide, in a brake controlling system of the class mentioned, an improved locking and releasing mechanism for the brake pedal which not only is easily operable and conveniently accessible to the operator, but may be applied to standard automobile equipment with a minimum of expense and eiort.

Other objects of the invention will in part be pointed out in the following detailed description of certain illustra-tive but preferred embodiments of the invention and will in part be obvious in connection therewith.

For a more complete disclosure of the nature and vobjects of the invention, reference is had to the following detailed description and to the accompanying drawings, in which:

Fig. 1 is a fragmentary vertical section and elevational view through the drivers compartment of an automobile, showing an application of one embodiment of the invention;

Fig. 2 is an enlarged sectional view similar to Fig. 1, but showing the brake pedal in locked condition;

Fig. 3 is an enlarged sectional viewrsimilar to Fig. 2, but disclosing a modified form of the invention;

Fig. 4 is a fragmentary elevation, showing a modication of the locking lug arrangement on the brake pedal lever;

Fig. 5 is a fragmentary sectional and eleva- .tional view of a modied form of locking mechanism for the brake Vpedal lever, and

Fig. 6 is a fragmentary side elevation of Fig. 5.

Referring to the drawings for a detailed description of the illustrative embodiments of the invention there shown, and first to the embodiment of Figs. 1 and 2, the floor of the drivers compartment is shown at it, this compartment being vof any well known standard or conven-v tional construction and arrangement. The service brake pedal lever il is pivotally mounted at i2 having connected thereto a brake rod i3 which may be connected in any well `known manner to the brakes of the automobile. A tensioned spring Ml is connected to the pedal lever to moven the latter into normal brake-releasing position and said lever has an extension l5 extending into the drivers compartment and having a pedal member or pad 9G in position for access by thev operators foot. The braking equipment referred to may be the usual standard equipment for service braking as at present installed in motor vehicles, and accordingly may vary in different installations.

In order to lock the brake pedal lever in brake- A setting or applying position, an improved locking mechanism is provided. In this embodiment a locking lug il is mounted upon the pedal lever extension i5 and may be adjustably attached thereto so as to be adjusted into proper locking position. The lower end of this locking lug is shaped to provide a locking nose cooperable with a locking pawl or detent i3 which in this embodiment is in the form of a metallic plate of sufcient width to provide a convenient Contact surface for the operators foot, and may form a rest for the heel. The pawl or detent plate I8 is pivotally mounted at i9 to the compartment floor having a rearward extension 2i) beyond the pivot I9 contacting with the compartment floor to limit upward movement Vof .the forward or locking end of the plate. A compression s'pring 2i is preferably positioned beneath the pawl plate forwardly of the pivot i9 so as to urge the forward end of the plate upwardly. This detent or pawl plate cooperates with the locking lug [il as shown in Fig. 2 for holding the pedal lever in depressed or brakesetting position.

The pawl plate i8 is conveniently positioned beneath and in juxtaposition to the brakepedal and is preferably bent or turned upwardly at its forward end so as to cooperate conveniently with the operators foot. and to be conveniently Aaccessible so as to bereached by a slight movement 5-0 of the foot from pedal-engaging position.

Beneath the free end of the detent plate i8 is 'an auxiliary rholding member 22 in the form of a plate nivoted at 23 to the compartment 'oor 55 and having its free end in juxtaposition and normally contacting with the under side of the end of the detent plate, and extending slightly beyond the latter in position for engagement with the locking lug I'I.

The auxiliary holding plate 22 is controlled and positioned by a mechanism mounted on the oor I and including a plunger rod Z connected as at 25 to the under side o the said holding plate. Guiding and supporting means are provided for the plunger rod which in this embodiment includes a guiding head or enlargement 2S attached to the rod and slidably engaging a tubular guideway 2l attached to the under side of the oor. Resting upon a seat 28 provided above the floor is a spring 29 cooperating with the auxiliary holding plate. while a similar spring 39 is positioned beneath the floor in the tubular guideway, contacting with the head 26 and a seat resting against the floor. The auxiliary holding plate is thus supported in iloating position bythe suspension mechanism described, for holding engagement with the locking lug I'I. This lug in its downward movement upon Vpedal depression, will engage against the free end of the holding plate, thus depressing said plate and permitting the locking nose of the lug to pass beyond it. The brake pedal is held in this position against the tension of the spring I4 by engagement of the lug Il with the under side of the free end of the auxiliary holding member 22, which in turn is maintained against undue retraction by engagement with the detent and controlling plate I8. The two suspension springs 29 and 3U are positioned and relatively stressed so as to maintain the auxiliary holding member 22 in its operative floating position substantially as shown in Fig. l, in which it will cooperate with the descending lug I'I so as to assume the position of Fig. 2, to effect the locking function.

In the embodiment of the invention shown in Figs. 1 and 2, it will be seen that the detent plate I8 does not contact directly with the locking lug II to hold the pedal depressed, but it cooperates therewith through an intermediate pivoted plate or auxiliary holding member 22. As clearly shown in Fig. 2, the auxiliary holding member 22 contacts directly with the lug I'I when the parts are relatively disposed to lock the pedal in brake setting position, but the holding effort required to maintain the pedal in this position is transmitted` to and sustained by the detent plate I8 with which the auxiliary holding member is in contacting relation.

The operation of the improved brake-controlllng mechanism will now be clearly understood from the above detailed description of one embodiment. Assuming that it is desired to set the brake to slow down or stop the vehicle, as for example when the trafc is stopped by a tramo signal light, or when it is desired to hold the brakes in set condition to park the car, or to hold it upon a hill, or in congested traffic, the brake pedal is depressed by the operator in the usual manner, thus applying the brakes. Also, the locking lug I'I is movedv downwardly past the end of the locking pawl plate I8, past the end of the auxiliary plate 22, into the position shown in Fig. 2. This lug is so positioned and adjusted that it will engage underneath the ends of the pawl or detent plate I8 and of the auxiliary holding plate 22, thus locking the pedal in depressed position and holding the brakes in set condition.

As thel pressure upon the brake pedal is released, the pedal under the influence of the spring I4, moves reversely or upwardly slightly, until the lug Il engages the end of the auxiliary holding plate 22 causing the latter to retract slightly into engaging and holding relation with the detent plate I8. The floating suspension of the plate 22 embodying the springs 28 and 29 provides for this locking action and is efficient and effective in locking the pedal in depressed position and in accomplishing subsequent release thereof. After thus setting the brake, it may remain in this condition until it is desired to start the vehicle. Since the brake is thus held in its set or applied condition entirely by the holding mechanism described, the operator is wholly relieved of the necessity of holding the brakes in applied condition by continued expenditure of physical energy, thus avoiding fatigue and physical exhaustion. This advantage is of especial importance where frequent starting and stopping are required, as in congested traic, where stops are required by traic stop signals, where stops are required on hills, and under other similar conditions. When the operator is ready to start, the brake pedal may be very quickly and easily released from its locked position merely by pressure of the foot upon the pawl plate i8 forwardly of its pivot I9, thus causing the pedal to be slightly depressed and causing the forward or locking end of the detent plate I8 together with the free end of the auxiliary holding plate 22 to pass beneath the lug il whereupon the pedal moves to releasing condition by operation of the spring I4. The pawl plate I8 is held in its locking position against the tension of spring Ifl by engagement of the rearward extension 2S with the compartment floor.

In the embodiment of Fig. 4, the pedal extension l is shown as being provided with a plurality of locking lugs Ila positioned in series, whereby they may engage with the auxiliary lockingV plate 22 in the manner above described. These lugs Ila may, as shown, be formed integrally with the pedal lever. With this arrangement the brakes may be firmly set and locked in such condition by engagement of the appropriate lug IIa with the locking plate. Compensation may thus be made for diierent adjustments of the brake connections so that the brakes may be locked in rmly set condition, irrespective of brake adjustments.

According to the preferred embodiment of the invention shown in Fig. 3, the general arrangement is similar to that already described above, but the operating mechanism is different in some of the details.V

Mounted underneath the compartment floor I0 is a supporting member 3l, provided with bearings for mounting a plunger 32, for longitudinal reciprocating movement. This plunger is urged into retracted or inoperative position by means of a compression spring 33, and mounted on the upper forward end thereof is the locking pawl or bolt I8b, positioned for cooperation with the locking lug Ilb mounted upon the pedal lever I`5'b. The locking lug IIb and bolt Ib are provided with interengaging hook-like lugs or projections 34, adapted to contact and interlock with ea'ch other when in locking position, as shown in Fig. 3. At its lower or rearward end the plunger is provided with a cam or cam block 35 having an inclined cam surface 36 positioned for .engagement with the conical end 31 of an operating rod 38, mounted in suitable bearings 39 in the compartment floor, and having an operating .head

or enlargement 4U-arid' positioned beneath and in juxtaposition to the pedal, for convenient access` by the operators foot, in a manner similar to the mounting of the pawl plate I8.

In the .operation ofthe embodiment of Fig. 3.

. the operator depresses the pedal lever lEb to apply the brake, as in the embodiment of Figs. 1

i and 2. When the pedal is fully depressed to set the brake and itis desired to lock th-e mechanism in this condition, the op-erator presses downwardly upon the operating rod 38, which engages the cam 36, to project the plunger 32 forwardly into locking position.Y Upon the slight retraction of `the pedal lever the locking lug Hb engages the locking bolt Ib, thus holding the pedal from further retraction and maintaining the brakes in applied condition. The hook-like lugs 34 will now interengage and interlock with each other, thus holding the locking bolt from retraction under th-e influence of the spring 33. Therefore, the brake will remain in locked condition until it is again desired to release it, whereupon a Slight depression of. the pedal lever will cause the holding lugs 314 to be disengaged from .each other,

and will cause the detent Mib to be retracted to releasing position thro-ugh action of the spring 33, whereupon the pedal lever and brake will be released.

In the various embodiments it will be noted thatthe brake lever must be depressed to set the brake approximately into full controlling position before the locking pawl can engage the locking lug to hold the lever in brake applying position. All intermediate positions of the brake lever 'between this fully depressed position and its normal non-applying position are not subject to locking cooperation to lock the lever by the locking pawl. Therefore, there can be no interference by the locking mechanism during the normal service control operation of the brake lever when it is not desired to lock the lever to hold the brakes in set condition.

Figs. 5 and 6 disclose a modified embodiment of the locking lug and locking pawl wherein the lug Ilc is in the form of a bifucated member secured in position upon the brakefpedal l5c by means of. a set-screw or similar securing means. The locking pawl or bolt |8c also has a bifurcated locking terminal, and both the lug and the pawl are provided on each fork with interengaging retaining lugs 34e, which function in a manner similar to the lugs 34 described. Although the locking lugs lib and I 1c are shown as being secured for adjustment upon the brake pedal lever, it may, in some cases, be desirable to construct these locking lugs integrally with the brake pedal lever and to provide a plurality of such lugs in series in a manner suggested in Fig. 4, and it is to be understood that these modifications are within the scopeof the invention.

The invention disclosed and claimed herein is disclosed in applicants prior copending application Serial Number 726,434, filed May 19, 1934. This application, therefore, is a division of the earlier application- Since certain changes may be made in the above construction and different embodiments of the invention could be made without departing from the scope thereof, it is intended that al1 matter contained in the above description .or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Having described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a Vehicle controlling system, in combination, a control lever whereby the .operator may exert control upon the vehicle, a locking lug operatively connected to said control lever for movement therewith, a locking pawl having a surface positioned for locking engagement with a surface of the locking lug, a longitudinally movable supporting bar upon which said locking pawl is mounted for movement therewith to and from locking positions with reference to said locking lug, a supporting bracket positioned beneath the floor of the vehicle and having bearings in which said supporting bar is mounted for longitudinal reciprocating sliding movement into locking` and releasing positions, a stressed spring connected to said supporting bar and urging said locking pawl toward released position at all times, the mutually engaging surfaces of said locking lug and said locking pawl having interlocking formations held in interlocking engagement with each other by the said locking engagement of said locking lug against said pawl and cooperating when in this position to prevent longitudinal movement of said supporting bar out of its locking position by action of said stress-ed spring, said interlocking formations being relatively positioned so as to be released from interlocking engagement by depression of said control lever whereupon said spring moves said locking pawl out of locking position, so as to release said control lever, and an operating device independent of said control lever for' longitudinally projecting said locking pawl into locking position when said control lever is in depressed position.

2. In a vehicle controlling system, in combination, a control lever whereby the o-perator may exert control upon the vehicle, a locking lug operatively connected to said control lever for movement therewith, a locking pawl having a surface positioned for locking engagement with a surface of the locking lug, a longitudinally movable supporting bar upon which said locking pawl is mounted for movement therewith to and from locking positions with reference to said locking lug, a supporting bracket positioned Y beneath the floor of the vehicle and having bearings in which said supporting bar is mounted for longitudinal reciprocating sliding movement into l locking and releasing positions, a stressed spring connected to said supporting bar and urging said locking pawl toward released position at alltimes, `the mutually engaging surfaces of said locking lug and said locking pawl having interlocking formations held in interlocking engagement with each other by the said locking engagement of said locking lug against said pawl and cooperating when in this position to prevent longitudinal movement of said supporting bar out of its locking position by action of said stressed spring, said interlocking formations being relatively positioned so as to be released from interlocking engagement by depression of said control lever whereupon said spring moves said locking pawl out of locking position, so as to release said control lever, a cam element attached to said 1ongitudinally movable supporting bar and having a cam surface inclined to said bar, and an operating rod mounted for longitudinal reciprocation and extending to a point above the floor for operative access and having a cam surface at its lower extremity operatively engaging said inclined cam surface whereby actuation thereof will effect longitudinal projection of said locking pawl into locking position when said control lever is depressed.

fao

3. In a vehicle controlling system, in combination, a control lever whereby the operator may exert control upon the vehicle, a locking lug operatively connected to said control lever for movement therewith, a locking pawl having a surface positioned for locking engagement with a surface of the locking lug, said locking lug being posi- 'tioned at a point on said control lever so as to cooperate in locking relation with said locking pawl only when the control lever has been moved substantially into full controlling position, intery.mediate positions thereof being free from operative control by said locking pawl, an attaching device for attaching said locking lug to said control leverl at different points therealong to vary its operative position along said lever, a longitudinally movable supporting bar upon which said locking pawl is mounted for movement there- Withto and from locking positions with reference to said locking lug, a supporting bracket positioned beneath the door of the vehicle and having bearings in which said supporting bar is mounted for longitudinal reciprocating sliding movement into locking and releasing positions, `a stressed spring connected to said supporting bar and urging said locking pawl toward released position at all times, the mutually engaging surfaces of said locking lug and said locking pawl having interlocking formations held in interlocking engagement with each other by the said locking engagement of said locking lug against said pawl and cooperating when in this position to prevent longitudinal movement of said supporting bar out of its locking position by action of said stressed spring, said interlocking formations being relatively positioned so as to be released from interlocking engagement by depression of 'said control lever whereupon said spring moves said locking pawl out of locking position, so as to release said control lever, and an operating device independent of said control lever for longitudinally projecting said locking pawl into locking position when said control lever is in depressed position.

4. In a vehicle controlling system, in combination, a control lever whereby the operator may exert control upon the vehicle, a locking lug operatively connected to said control lever for movement therewith, a locking pawl having a surface positioned for locking engagement with a surface of the locking lug, said locking lug being positioned at a point on said contro-l lever so as to cooperate in locking relation with said locking pawl only when the control lever has been moved substantially into full controlling position, intermediate positions thereof being free from operative control'by said locking pawl, an attaching device for attaching said locking lug to said con- -trol lever at diierent points therealong to vary its operative position along said lever, a longitudinally movable supporting bar upon which said locking pawl ismounted for movement therewith to and from locking positions with reference to -A said locking lug, va supporting bracket positioned beneath the floor of the vehicle and having bearings in which said supporting bar is mounted for longitudinal reciprocating sliding movement into locking and releasing positions, a stressed spring connected to said supporting bar and urging said locking pawl toward released position at all times, a holding device maintained in holding position by the said locking engagement of said locking lug with said locking pawl to prevent longitudinal' movement of said supporting bar out of its locking position by action of said stressed spring, but to release said supporting bar to action of said spring upon depression of said control lever, whereupon said spring moves said locking pawl out of holding position so as to release said control lever, and an operating device independent of said control lever for longitudinally projecting said locking pawl into locking position when said control lever is depressed.

5. In va vehicle brake controlling system, in combination, a brake control lever, a locking lug mounted on said brake lever for movement therevlever at different points therealong to vary its operative position on said lever, a stressed spring connected to said locking pawl urging it at all times toward released position, the mutually engaging surface of said locking lug and said locking pawl having interlocking formations held in in-v terlocking engagement with each other by said locking engagement oi the locking lug against the pawl and cooperating when in this position to prevent movement of said pawl out oflocking position by action of said stressed spring, said interlocking formations being relatively positioned so as to be released from interlocking engagement by actuation of said control lever, Whereupon the spring moves the pawl to lever-releasing position, and an operating device independent of said control lever for moving said locking pawl into locking position when the brake lever is moved to set the brake.

HELEN A. RANLE'I'I. 

